CN107208791A - The control device of automatic transmission - Google Patents

The control device of automatic transmission Download PDF

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Publication number
CN107208791A
CN107208791A CN201580074821.2A CN201580074821A CN107208791A CN 107208791 A CN107208791 A CN 107208791A CN 201580074821 A CN201580074821 A CN 201580074821A CN 107208791 A CN107208791 A CN 107208791A
Authority
CN
China
Prior art keywords
speed
downshift
automatic transmission
gas pedal
control device
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
CN201580074821.2A
Other languages
Chinese (zh)
Other versions
CN107208791B (en
Inventor
古口幸司
奥谷翔
小松真琴
野田俊明
井上拓市郎
长瀬雄司
田中宽康
若山英史
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Nissan Motor Co Ltd
JATCO Ltd
Original Assignee
Nissan Motor Co Ltd
JATCO Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Nissan Motor Co Ltd, JATCO Ltd filed Critical Nissan Motor Co Ltd
Publication of CN107208791A publication Critical patent/CN107208791A/en
Application granted granted Critical
Publication of CN107208791B publication Critical patent/CN107208791B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B60W10/024—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches including control of torque converters
    • B60W10/026—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches including control of torque converters of lock-up clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/38—Inputs being a function of speed of gearing elements
    • F16H59/42—Input shaft speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/74—Inputs being a function of engine parameters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/16—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0657—Engine torque
    • B60W2510/0661—Torque change rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B60W2540/103—Accelerator thresholds, e.g. kickdown
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B60W2540/106—Rate of change
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B60W2710/024—Clutch engagement state of torque converter lock-up clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H2059/147—Transmission input torque, e.g. measured or estimated engine torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
    • F16H2059/183—Rate of change of accelerator position, i.e. pedal or throttle change gradient
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H2059/366—Engine or motor speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/141—Inputs being a function of torque or torque demand of rate of change of torque or torque demand
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
    • F16H59/20—Kickdown
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/14—Control of torque converter lock-up clutches

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Fluid Gearings (AREA)

Abstract

The present invention provides a kind of control device of automatic transmission, the automatic transmission possesses by discharging the speed-change control device (24) downshifted in the first friction connection element (H/C) of speed change front gear level connection, and the control device of the automatic transmission possesses：Engine characteristics decision maker (FEA), determine whether the region for representing smaller than other regions relative to the engine torque change (Δ T) that gas pedal aperture changes (Δ APO), i.e., if in engine torque is in prescribed limit and engine speed is in prescribed limit predetermined region；Operating condition decision maker (FSA), determines whether gas pedal aperture (APO) more than setting (APOC) and gas pedal opens regulation throttle operation state of the absolute value of speed (Δ APO) in setting (Δ APO2) below；The inhibiting apparatus that downshifts (FKDP), is determined as in predetermined region by engine characteristics decision maker (FEA), and by the case that operating condition decision maker (FSA) is determined as being regulation throttle operation state, forbidding downshift.

Description

The control device of automatic transmission
Technical field
The present invention relates to the control device of automatic transmission.
Background technology
It is used as the control device of automatic transmission, such as known composition for having patent document 1 to record.The publication record just like The control device of lower automatic transmission：For example, in downshift etc. by the low-grade reverse clutches of high-grade ＆ (it is following, be designated as first and rub Wipe connection element) be slidably connected and make from the speed change of moment of torsion transfer capacity increase for driving the transmission of lateral slave end, to assign Give the connection forced direction relative to the first friction connection element makes in slave end for the mode of the reaction force of opposite direction The connection capacity increase of the low-grade coarst brake (following, to be designated as the second friction connection element) of connection, to reduce during speed change Vibration.In other words, when switching over speed change in the state of the coupling force of the first friction connection element is higher, easily produce and quiver It is dynamic, so make to reduce the first friction connection element in the connection capacity increase of the second friction connection element of slave end connection Component.
But, when the connection capacity for making the second friction connection element increases, will a bit it interlock, so driving force has It may decline.In addition, the problem of also having following etc, i.e. in order that the connection capacity increase of the second friction connection element, Need the countermeasure of the vibration of the friction connection element of reply second.
Patent document 1：(Japan) JP 2010-286042 publications
The content of the invention
Set up currently invention addresses above-mentioned problem, its object is to provide one kind to avoid along with downshift band The control device of the automatic transmission of the vibration come.
In order to realize the purpose, in the control device of automatic transmission of the invention, the automatic transmission possesses by will The speed-change control device downshifted in the first friction connection element release of speed change front gear level connection, wherein, the automatic change The control device of fast device possesses：Engine characteristics decision maker, it determines whether expression relative to the change of gas pedal aperture Engine torque change the region smaller than other regions, i.e. engine torque is in prescribed limit and engine speed is in rule Determine in the predetermined region in scope；Operating condition decision maker, its determine whether gas pedal aperture more than setting and Gas pedal opens regulation throttle operation state of the absolute value of speed below setting；Downshift inhibiting apparatus, and it is by described Engine characteristics decision maker is determined as in the predetermined region, and is determined as the rule by the operating condition decision maker In the case of stand oil door operation state, forbid downshift.
Therefore, by forbidding when engine is acted in predetermined region and operating condition is defined throttle operation state Downshift, can avoid the vibration brought along with downshift.
Brief description of the drawings
Fig. 1 is the drivetrain for the vehicle for representing embodiment 1 and its outline system diagram of overall system control；
Fig. 2 is the figure for the vehicle for representing embodiment 1, and (a) is the drivetrain and its overall system control for representing the vehicle Outline system diagram, (b) is the clutch being built in the auxiliary transmission of V-type variable v-belt drive of the drivetrain of the vehicle Couple logic chart；
Fig. 3 is one of the speed change map for the gearbox controller for being stored in embodiment 1；
Fig. 4 is that the forcing downshift for representing embodiment 1 forbids the flow chart of control process；
Fig. 5 is the flow chart for the forcing downshift change in torque determination processing for representing embodiment 1；
Fig. 6 is the flow chart for the reduction aperture determination processing for representing embodiment 1；
Fig. 7 is the flow chart for the regional determination processing for representing embodiment 1；
Fig. 8 is the flow chart for slowly depressing determination processing for representing embodiment 1；
Fig. 9 is the performance plot for representing engine torque characteristics；
Figure 10 is that the forcing downshift for representing embodiment 1 forbids the time diagram of control process.
Embodiment
(embodiment 1)
Fig. 1 is drivetrain and its entirety control for representing to possess the vehicle of the control device of the automatic transmission of embodiment 1 The outline system diagram of system.The vehicle boarded of Fig. 1 has engine 1 as power source, and engine 1 is started by starting motor 3. Engine 1 can drive combination with suitably cutting off via V-type variable v-belt drive 4 with driving wheel 5.
The gear CVT of buncher 4 is by primary pulley 6, secondary pulley 7, between these belt wheels 6,7 The V-type band type stepless speed changing mechanism that V-type band 8 (annular flexible part) is constituted.In addition, it will be many that V-type band 8, which is employed by endless belt, The composition that individual unit is tied up, but it is also possible to for chain mode etc., be not particularly limited.Primary pulley 6 is via fluid torque-converter T/C Combined with the bent axle of engine 1, secondary pulley 7 successively via clutch CL and final drive gear group 9 with the knot of driving wheel 5 Close.In addition, in the present embodiment, the element (clutch or brake etc.) for making power transfer path break-make is referred to as into clutch Device.Fig. 1 is the figure for conceptually representing power transfer path, by the high-gear clutch H/C in auxiliary transmission 31 described later, Reverse gear brake R/B and low grade brake L/B are referred to as clutch CL.When clutch CL is coupled situation, from engine 1 Power inputted via the fluid torque-converter T/C for possessing lock-up clutch L/U to primary pulley 6, afterwards, successively via V-type band 8th, secondary pulley 7, clutch CL and final drive gear group 9 and transmitted to driving wheel 5, travelled.
It is wide by the belt wheel V-shaped groove for reducing primary pulley 6 in engine power transmission, and increase the band of secondary pulley 7 Wheel V-shaped groove is wide, while the winding arc diameter of V-type band 8 and primary pulley 6 is increased, and the winding reduced with secondary pulley 7 is justified Arc dia.Thus, gear CVT carries out the upshift to high-grade side belt wheel ratio (high-grade side gear ratio).It will become to high-grade side In the case that the upshift of fast ratio has proceeded to the limit, gear ratio is set as highest gear ratio.
Conversely, it is wide by the belt wheel V-shaped groove for increasing primary pulley 6, and the belt wheel V-shaped groove of reduction secondary pulley 7 is wide, is subtracting While small V-type band 8 and the winding arc diameter of primary pulley 6, the winding arc diameter with secondary pulley 7 is increased.Thus, become Fast mechanism CVT carries out the downshift to low-grade side belt wheel ratio (low-grade side gear ratio).Proceed in the downshift to low-grade side gear ratio In the case of the limit, gear ratio is set as lowest transmission ratio.
Gear CVT has the primary speed probe 6a of the rotating speed of detection primary pulley 6 and detects secondary pulley 7 The secondary speed probe 7a of rotating speed, actual gear ratio is calculated based on the rotating speed detected by the two speed probes, with The mode that the actual gear ratio turns into target change gear ratio carries out hydraulic control of each belt wheel etc..
The signal of future the Autonomous test gas pedal amount of depressing (gas pedal aperture) APO gas pedal jaw opening sensor 27 Engine controller 22 is inputted, output control is carried out to engine 1.Gearbox controller 24 is based on passing from gas pedal aperture The signal of sensor 27, the signal (reference picture 2) from vehicle speed sensor 32, the letter for carrying out acceleration sensor 33 (reference picture 2) Number and the torque signal from engine controller 22, carry out gear CVT (V-type band type stepless speed changing mechanism CVT) change Speed control and the speed Control and clutch CL connection, release control of auxiliary transmission 31.Gear CVT or auxiliary transmission 31 Control carried out based on the hydraulic pressure from the mechanical type hydraulic pump O/P supply being driven by the engine.
Fig. 2 (a) is the drivetrain for the vehicle for representing embodiment 1 and its outline system diagram of overall system control, Fig. 2 (b) Be the clutch CL being built in the auxiliary transmission 31 of buncher 4 of drivetrain of the vehicle of embodiment 1 (specifically, H/C, R/B, L/B) connection logic chart.As shown in Fig. 2 (a), auxiliary transmission 31 is made up of cured literary brain formula planetary gearsets, and this is cured Literary brain formula planetary gearsets are by composite solar wheel 31s-1 and 31s-2, internal pinionmw 31pin, outer little gear 31pout, gear ring 31r, rotatably the pinion frame 31c of supporting little gear 31pin, 31pout are constituted.
Sun gear 31s-1 in composite solar wheel 31s-1 and 31s-2 is to play a role as input rotating member Mode is combined with secondary pulley 7, and sun gear 31s-2 is freely rotatable relative to the arranged coaxial of secondary pulley 7.
Internal pinionmw 31pin is engaged with sun gear 31s-1, distinguish internal pinionmw 31pin and sun gear 31s-2 Engaged with outer little gear 31pout.
Outer little gear 31pout is engaged with gear ring 31r inner circumferential, so that pinion frame 31c is sent out as output rotating member The mode for waving effect is combined with final drive gear group 9.
By clutch CL be high-gear clutch H/C can by pinion frame 31c and gear ring 31r appropriate combinations, by from Clutch CL is that reverse gear brake R/B can suitably fix gear ring 31r, is that low-grade brake L/B can be by the sun by clutch CL 31s-2 is taken turns suitably to fix.
Auxiliary transmission 31 with Fig. 2 (b) zero by marking the combination represented by high-gear clutch H/C, reverse gear brake R/B And low-grade brake L/B connections, and as in Fig. 2 (b) × mark shown in will be discharged beyond it, can select to advance it is first fast, Second speed, the speed change level retreated.When high-gear clutch H/C, reverse gear brake R/B and low grade brake L/B are all discharged, Auxiliary transmission 31 just turns into the neutral condition transmitted without power, when in this condition coupling low-grade brake L/B, secondary Speed changer 31 just turns into selection and advanced first fast (deceleration) state, when high-gear clutch H/C is coupled, auxiliary transmission 31 just into Advance second speed (directly couple) state for selection, when reverse gear brake R/B couple, auxiliary transmission 31 just as selecting after Move back (reversion) state.Fig. 2 (a) buncher 4 makes secondary speed change by the way that whole clutch CL (H/C, R/B, L/B) are discharged Device 31 turns into neutral condition, will can be cut off between gear CVT (secondary pulley 7) and driving wheel 5.
Fig. 2 (a) buncher 4 is to be used as action using the oil from the mechanical type hydraulic pump O/P being driven by the engine Medium and controlled speed changer, gearbox controller 24 is via loine pressure magnet coil 35, locking magnet coil 36, primary Belt wheel pressure electromagnetic device coil 37-1, secondary pulley pressure electromagnetic device coil 37-2, low-grade brake pressure magnet coil 38, top grade Clutch pressure ＆ reverse gear brake pressure electromagnetic devices coil 39 and switch valve 41 control the gear CVT control as follows.
In addition, in addition to being inputted to gearbox controller 24 based on the signal described in Fig. 1, also input carrys out Autonomous test speed The signal of VSP vehicle speed sensor 32 and come Autonomous test vehicle acceleration-deceleration G acceleration transducer 33 signal.
Loine pressure magnet coil 35 responds the instruction from gearbox controller 24, will come from mechanical type hydraulic pump O/P Oil regulation arrive correspond to vehicle ask driving force loine pressure PL.
Locking magnet coil 36 responds the locking instruction from gearbox controller 24, and loine pressure PL is properly supplied to Fluid torque-converter T/C, by controlling lock-up clutch L/U coupled situation, is formed as input and output element as needed Between the lockup state that is directly connected to.
CVT gear ratio instruction of the primary pulley pressure electromagnetic device coil 37-1 responses from gearbox controller 24, by pipeline Primary pulley pressure is arrived in pressure PL regulations, by the way that the pressure is supplied to primary pulley 6, with CVT gear ratio with coming from speed changer The consistent mode of instruction of controller 24 controls the V-shaped groove of primary pulley 6 wide and secondary pulley 7 V-shaped groove is wide, comes so as to realize Instructed from the CVT gear ratio of gearbox controller 24.Secondary pulley pressure electromagnetic device coil 37-2 is according to from gearbox controller 24 tensile force instruction, secondary pulley pressure is arrived by loine pressure PL regulations, by the way that the pressure is supplied to secondary pulley 7, from And to make the non-slip mode of V-type band 8 clamp secondary pulley 7.
Low-grade brake pressure magnet coil 38 have issued the first speed selection of auxiliary transmission 31 in gearbox controller 24 During instruction, couple it by the way that loine pressure PL is supplied as low-grade brake pressure to low-grade brake L/B, realize One fast selection instruction.
High-gear clutch pressure ＆ reverse gear brake pressure electromagnetic devices coil 39 have issued auxiliary transmission in gearbox controller 24 When the fast selection instruction of the second of 31 or retrogressing selection instruction, loine pressure PL is regard as high-gear clutch pressure ＆ reverse gear brakes Pressure is supplied to switch valve 41.
When have issued the second fast selection instruction, switch valve 41 makes the loine pressure PL from magnet coil 39 as top grade Clutch pressure and towards high-gear clutch H/C, the second fast selection instruction for realizing auxiliary transmission 31 by making its connection.
When have issued retrogressing selection instruction, switch valve 41 makes the loine pressure PL from magnet coil 39 be used as reverse gear system Move device pressure and towards reverse gear brake R/B, the retrogressing selection instruction of auxiliary transmission 31 is realized by coupling it.
(on speed Control processing)
Then, speed Control processing is illustrated.Fig. 3 is the speed change for being stored in gearbox controller 24 of embodiment 1 One of map example.Gearbox controller 24 with reference to the speed change map, according to the operating condition of vehicle (in embodiment 1 for Vehicle velocity V SP, primary rotating speed Npri, gas pedal aperture APO), control buncher 4.It is stepless to become in the speed change map The operating point of fast device 4 is defined by vehicle velocity V SP and primary rotating speed Npri.The operating point and speed change for linking buncher 4 reflect As the gradient of the line of the zero point in the figure lower left corner corresponds to the gear ratio of buncher 4, (gear CVT gear ratio is multiplied by pair Overall gear ratio obtained by the gear ratio of speed changer 31, hereinafter referred to as " total gear ratio ").
In the speed change map, the speed change map with existing variable v-belt drive is same, to each throttle Pedal aperture APO is set with shift cable, and the speed change of buncher 4 is according to the change selected according to gas pedal aperture APO Fast line is carried out.In addition, in figure 3, for simplicity, line (during gas pedal aperture APO=8/8 at full capacity illustrate only Shift cable), halfload line (shift cable during gas pedal aperture APO=4/8), slide line (gas pedal aperture APO=0/ Shift cable when 8).
When buncher 4 is low-speed mode, buncher 4 can be formed by gear CVT gear ratio Low-speed mode deep low gear line and gear CVT gear ratio is formed as into most high-grade speed change obtained from deep low gear gear ratio Speed change is carried out between the most high-grade line of the low-speed mode than obtained from.Now, the operating point of buncher 4 is in a-quadrant and B regions Interior movement.On the other hand, when buncher 4 is fast mode, buncher 4 can be by gear CVT change Speed than fast mode deep low gear line obtained from being formed as deep low gear gear ratio and is formed as gear CVT gear ratio most Speed change is carried out between the most high-grade line of fast mode obtained from high-grade gear ratio.Now, the operating point of buncher 4 is in B areas Moved in domain and C regions.
The gear ratio of each speed change level of auxiliary transmission 31 is with the gear ratio (low-speed mode corresponding to the most high-grade line of low-speed mode Most high-grade gear ratio) set than the small mode of gear ratio (fast mode deep low gear gear ratio) corresponding to fast mode deep low gear line It is fixed.Thus, (it is " low-speed mode ratio model in figure in the scope of total gear ratio of the obtainable buncher 4 of low-speed mode Enclose ") and total gear ratio in the obtainable buncher 4 of fast mode scope (for " fast mode speed compares model in figure Enclose ") it is partly overlapping, it is most high-grade positioned at fast mode deep low gear line and low-speed mode is clipped in the operating point of buncher 4 During B regions between line, any of low-speed mode, fast mode pattern may be selected in buncher 4.
In addition, in the speed change map, the secondary change of progress is set with the way of overlapping on the most high-grade line of low-speed mode The pattern switching shift cable of the speed change of fast device 31.Corresponding to total gear ratio (hereinafter referred to as " pattern switching of pattern switching shift cable Gear ratio mRatio ") it is set as the value equal with the most high-grade gear ratio of low-speed mode.So set the reason of pattern switching shift cable By being, gear CVT gear ratio is smaller, and the input torque inputted to auxiliary transmission 31 is smaller, can suppress to make auxiliary transmission Gear shift shock during 31 speed change.
Moreover, in the case of the crosscutting pattern switching shift cable of operating point of buncher 4, i.e. in total gear ratio In the case that actual value changes across mode switch speed ratio mRatio, gearbox controller 24 is by gear CVT and pair The both sides of speed changer 31 carry out coordination speed change, and carry out the switching between fast mode-low-speed mode.
(forcing downshift forbids control process)
Then, control process is forbidden to illustrate forcing downshift.So-called forcing downshift refers to, such as auxiliary transmission 31 with In second speed traveling, depress regulation in gas pedal aperture APO and opened more than threshold speed Δ APO1, and change in torque there occurs During more than prescribed torque variable quantity threshold value Δ T1, the downshift from the second speed to the first speed is carried out.Here, slowly depressing oil on one side Door pedal 19 is while in the state of traveling, although be not enter into expression the degree for accelerating to be intended to suddenly, but gas pedal aperture APO can gradually increase.The regulation for carrying out forcing downshift judgement opens threshold speed Δ APO1 based on vehicle velocity V SP and gas pedal aperture APO is determined.Specifically, regulation opens the value that threshold speed Δ APO1 is set as reducing as gas pedal aperture APO is raised, In addition, being set as the value reduced as vehicle velocity V SP is raised.Thus, though gas pedal open speed Δ APO continue for not that Big state, as regulation opens threshold speed Δ APO1 reduction, also there is the scene for carrying out forcing downshift request.
Because the downshift brought with forcing downshift is carried out in high gas pedal aperture APO to a certain degree, It is that higher pipeline pressure has been supplied according to gas pedal aperture APO to the high-gear clutch H/C high-gear clutch pressure supplied The state of power.From the state, high-gear clutch pressure is set to be reduced to frame pressure, and make low-grade brake L/B low-grade brake Pressure rises.
Now, although output engine torque TE higher, but when the change of engine torque to increase side is smaller, Sometimes the moment of torsion for carrying out speed change can not fully be obtained.
Fig. 9 is the performance plot for representing engine torque characteristics.For example, region shown in Fig. 9 dot-shaded line relative to The engine torque variation delta T (b) of 3/8~4/8 change of gas pedal aperture more leans on low hair than the region shown in dot-shaded line Being turned round relative to the engine that gas pedal aperture changes in the region of Δ T (a) or the high engine rotary sides of motivation rotary side Square variation delta T (c) is small.That is, even if gas pedal aperture APO increases, the increasing also without too big engine torque TE is estimated Greatly.The tendency shows more significant in turbogenerator etc..At that rate, release side be high-gear clutch H/C will from Higher high-gear clutch pressure begins to decline and (also assumes that the scene not declined fully), engine torque to increase side change Speed change is switched in the environment of insufficient etc, it is possible to occur with the friction material surface friendship in high-gear clutch H/C The vibration that moment of torsion as alternately repeating stiction and kinetic force of friction becomes and brought, so-called vibration.Therefore, in embodiment In 1, under the transport condition for having vibration hidden danger, forbid forcing downshift.Forbid forcing downshift in addition, illustrating in embodiment 1 Example, but be not limited to forcing downshift, if using the structure for forbidding downshift under the transport condition for having vibration hidden danger, This is self-evident.
Fig. 4 is that the forcing downshift for representing embodiment 1 forbids the flow chart of control process.
(forcing downshift determination processing：Reference picture 4)
In step sl, whether forcing downshift change in torque mark FKDT (being designated as FKDT below) is judged as ON, and is judged Whether forcing downshift aperture mark FKDA (being designated as FKDA below) is ON, in the case where being all ON, into step S2, its with When outer, into step S3.
In step s 2, forcing downshift mark FKD (being designated as FKD below) is placed in ON.
In step s3, FKD is placed in OFF.
Here, the setting processing to FKDT and FKDA is illustrated.Fig. 5 is that the forcing downshift moment of torsion for representing embodiment 1 becomes Change the flow chart of determination processing, Fig. 6 is the flow chart for the forcing downshift aperture determination processing for representing embodiment 1.
(forcing downshift change in torque mark FKDT setting processings：Reference picture 5)
In step S101, gas pedal aperture APO and vehicle velocity V SP is read in.
In step s 102, prescribed torque variable quantity threshold value Δ T1 is calculated.Specifically, gas pedal aperture APO is bigger, car Fast VSP is higher, and Δ T1 is calculated as less value.These calculating can use arithmetic expression, can also be according to reflecting for providing in advance Calculated as figure etc., gain corresponding with various parameters can also be used and calculated, be not particularly limited.
In step s 103, moment of torsion is calculated according to the engine torque TE of last time He this engine torque TE difference to become Change amount Δ T.
In step S104, whether engine torque variation delta T is judged as more than prescribed torque variable quantity threshold value Δ T1, In "Yes", into step S105, FKDT is placed in ON.On the other hand, in "No", into step S106, FKDT is placed in OFF。
(forcing downshift aperture mark FKDA setting processings：Reference picture 6)
In step s 201, gas pedal aperture APO and vehicle velocity V SP is read in.
In step S202, calculate regulation and open threshold speed Δ APO1.Specifically, gas pedal aperture APO is bigger, speed VSP is higher, and Δ APO1 is calculated as less value.These calculating can use arithmetic expression, can also be according to providing in advance Map etc. and calculate, gain corresponding with various parameters can also be used and calculated, be not particularly limited.
In step S203, judge that gas pedal aperture APO's opens whether speed Δ APO opens threshold speed Δ as regulation More than APO1, in "Yes", into step S204, ON is placed in by FKDA.On the other hand,, will into step S205 in "No" FKDA is placed in OFF.In addition, open speed Δ APO be last time gas pedal aperture APO and this gas pedal aperture APO it Value obtained by difference divided by controlling cycle, but it is also possible to using only the APO and this APO of last time difference, be not particularly limited.
That is, in step S1~S3, common forcing downshift determination processing, when being asked with forcing downshift, FKD are carried out ON is placed in, when being asked without forcing downshift, FKD is placed in OFF.
(forcing downshift prohibitory sign FKDP setting processings：Reference picture 4)
In step s 4, whether judge gas pedal aperture APO as presetting more than regulation aperture APO2, APO2 with When upper, into step S5, when beyond it, into step S9.
In step s 5, whether determinating area determination flag FEA (being designated as FEA below) is ON, in ON, into step S6, in OFF, into step S8.
In step s 6, whether judge slowly to depress determination flag FSA (being designated as FSA below) as ON, in ON, into step Rapid S7, in OFF, into step S8.
In the step s 7, forcing downshift prohibitory sign FKDP (being designated as FKDP below) is set as ON.
In step s 8, FKDP state is maintained.That is, if FKDP=ON, ON state is maintained, if FKDP= OFF, then maintain OFF state.
Here, the setting processing to FEA and FSA is illustrated.Fig. 7 is the stream for the regional determination processing for representing embodiment 1 Cheng Tu, Fig. 8 are the flow charts for slowly depressing determination processing for representing embodiment 1.
(regional determination mark FEA setting processings：Reference picture 7)
In step S301, judge engine torque TE whether as more than lower torque limit value TEmin and upper torque limit value Below TEmax, if in prescribed limit, into step S302, when beyond it, into step S304.
In step s 302, judge engine speed NE whether as more than lower rotation speed limit value NEmin and rotating speed higher limit Below NEmax, if in prescribed limit, into step S303, when beyond it, into step S304.
Namely it is decided that whether current engine torque TE is in the dot-shaded line region shown in Fig. 9, positioned at dot-shaded line area When in domain, the increased engine torque TE of estimation not relative to gas pedal aperture APO increase, the region representation is high-grade The region that clutch H/C easily trembles.
(slowly depress determination flag FSA setting processings：Reference picture 8)
In step S401, judge gas pedal aperture APO whether as represent slide the setting APOC of transport condition with On, in "Yes", into step S402, in "No", into step S410, FSA is placed in OFF.That is, if sliding traveling When, then in the absence of the hidden danger of vibration, so it is not prohibited by forcing downshift.
In step S402, judge that whether gas pedal opens speed Δ APO absolute value as the regulation that slowly depresses of expression Below threshold speed Δ APO2 is opened, in "Yes", into step S403, in "No", into step S406.That is, if throttle It is small that pedal opens speed Δ APO, then it represents that gently depress or gently leave gas pedal 19 state the meaning.
In step S403, the timing of timer TSLOW (being designated as TSLOW below) is slowly depressed.
In step s 404, judge whether TSLOW constantly slowly depresses the stipulated time of gas pedal as expression More than TSLOW1, in "Yes", into step S405, ON is placed in by FSA.In "No", into step S409, maintain currently FSA.That is, when slowly depressing, the region trembleed is easily accessible, because simultaneously less having acceleration to be intended to, is preferentially kept away Exempt from vibration.
In step S406, release timer TOFF (being designated as TOFF below) timing.
In step S 407, judge whether TOFF constantly depresses more than the stipulated time TOFF1 of gas pedal as expression, In "Yes", into step S408, FSA is placed in OFF.In "No", into step S409, current FSA is maintained.The releasing Scene gently depresses gas pedal while entering when travelling fare to assume one side such as the interflow scene of highway Scene.Because under this scene, forcing downshift should not be forbidden.
(forcing downshift prohibitory sign FKDP releasings are handled：Reference picture 4)
In step s 9, judge that engine speed NE, whether as presetting more than egulation rotating speed NE1, in "Yes", enters Enter step S5, in "No", into step S10.
In step slo, FKDP is set to an off.
That is, it is being determined as that gas pedal aperture APO is less than regulation aperture APO2 by step S4, and engine speed is also low In the case of because engine torque TE is also fully reduced, estimate with next time gas pedal depress or further depress and The engine torque variation delta T brought is larger, forbids so releasing forcing downshift.
While forbidding forcing downshift (non-processing)
In step s 11, whether FKDP is judged as ON, step S17 is entered in ON, and step S12 is entered in OFF.
In step s 12, locking OFF is indicated that FL/UOFF (being designated as FL/UOFF below) is placed in OFF.In addition, right below FL/UOFF's is described in detail.
In step s 13, lock-up clutch L/U is controlled by the control of usual locking.According to transport condition, by locking from Complete coupled situation, skidding lockup state, release conditions are arrived in clutch L/U controls.
In step S14, whether FKD is judged as ON, in ON, because there is forcing downshift request, so into step S15, performs forcing downshift.In NO, because without forcing downshift request, so into step S16 and existing speed change level is maintained (in reality It is the second speed in the case of applying example 1).
(locking releasing request control process)
In step S17, judge that road surface gradient theta road, whether as presetting regulation gradient θ more than 1, in "Yes", sentences It is upward trend to be set to and load is larger, and enters step S18.In "No", into step S20 and FL/UOFF shape is maintained State.In addition, road surface gradient theta road can also be accelerated based on APO or VSP and by the forward-reverse that acceleration transducer 33 is detected Spend to estimate, navigation information or other sensors can also be used to detect, be not particularly limited.Locking OFF indicates FL/UOFF It is, no matter which kind of state is the state of a control for the lock-up clutch L/U for controlling to realize by usual locking be, all to ask lock-up clutch The mark that L/U discharges completely, in FL/UOFF=ON, discharges lock-up clutch L/U.
In step S18, judge gas pedal aperture APO whether as the setting for representing that the driving force of driver is asked More than APO3, in "Yes", is judged as there is road gradient, and is the scene for asking driving force, into step S19, by FL/UOFF It is set as ON.In "No", into step S20, FL/UOFF state is maintained.
That is, when FKDP is ON, even if being also the state for forbidding forcing downshift with forcing downshift request.Now, even if It is to go up a slope and request acceleration, is also not intended to ensure the driving force caused by downshift.Therefore, it is being judged as YES upward trend and is having In the case of having acceleration request, lock-up clutch L/U just ask release, by fluid torque-converter T/C moment of torsion amplification come Ensure driving force.
(forcing downshift forbids the effect of control process)
Then, the effect for forbidding control process to above-mentioned forcing downshift is illustrated.Figure 10 is the pressure for representing embodiment 1 Downshift forbids the time diagram of control process.In the initial driving scene of the time diagram, vehicle is set in road surface gradient theta road The scene travelled on upward trend above with the second speed.
In moment t0, when driver depresses gas pedal 19, engine speed NE, engine torque TE just together increase Greatly.
When in moment t1, engine torque TE turns into more than TEmin, and engine speed NE turns into moment t2 During more than NEmin, regional determination mark FEA just turns into ON.
In moment t3, threshold speed Δ APO2 is opened when gas pedal opens speed Δ APO and turns into the regulation that represents slowly to depress When following, slowly depress timer TSLOW and begin to timing, when have passed through TSLOW1, slowly depress determination flag FSA just into Turn into ON for ON, forcing downshift prohibitory sign FKDP.Thus, forcing downshift is forbidden to ask.
Therefore, forcing downshift change in torque mark FKDT turns into ON, and the pressure drop in moment t6 when moment t5 Shelves aperture mark FKDA turns into ON and forcing downshift mark FKD becomes ON, and forcing downshift prohibitory sign FKDP is also ON, so Without forcing downshift.Thereby, it is possible to suppress vibration.
T7 at the time of forbidding in forcing downshift, when gas pedal aperture APO turns into more than APO3, locking OFF marks FL/UOFF just turns into ON, in order to ensure the driving force of upward trend, and lock-up clutch L/U releasing is asked to export.Now, no Pipe is controlled by usual locking and which kind of has been carried out and controlled, and all forcibly carries out locking releasing.Thus, even if prohibiting by forcing Downshift the downshift realized, can also ensure that driving force.
In addition, in moment t8, even in forbidding quickly depressing gas pedal 19, and gas pedal opens speed in forcing downshift Δ APO opens threshold speed Δ APO2 greatly than the regulation for representing slowly to depress, and is releasing timer TOFF clocking value less than regulation In the case of time TOFF1, forcing downshift prohibitory sign FKDP is not released yet, can avoid estimating no engine torque TE's Extemporal forcing downshift in the scene of rising.
As explained above ground, following action effects enumerated are can obtain in embodiment 1.
(1) a kind of control device of automatic transmission, the automatic transmission possesses by will be with the second fast (speed change front gear Level) connection high-gear clutch H/C (first friction connection element) releases and the gearbox controller 24 that downshifts (speed Control is filled Put), the control harness of the automatic transmission is standby：
Regional determination mark FEA (engine characteristics decision maker), it determines whether expression and opened relative to gas pedal Spend the changes delta APO engine torque variation delta T regions smaller than other regions, i.e. whether be that engine torque turns into rule Determine in scope and engine speed turns into the predetermined region in prescribed limit；
Determination flag FSA (operating condition decision maker) is slowly depressed, it determines whether gas pedal aperture APO and is More than APOC (setting) and gas pedal open speed Δ APO absolute value for Δ APO2 (setting) below slowly depress shape State (defined throttle operation state)；
Forcing downshift prohibitory sign FKDP (downshift inhibiting apparatus), it is ON (special by engine in regional determination mark FEA Sex determination device is determined as it being in predetermined region) and slowly depress determination flag FSA and (judged by operating condition decision maker for ON To be regulation throttle operation state) in the case of, forbid forcing downshift (downshift).
Therefore, it is possible to avoid the vibration brought with downshift.
(2) after forcing downshift prohibitory sign FKDP is ON, the absolute value for opening speed Δ APO in gas pedal is more than Δ APO2 (being determined as not being regulation throttle operation state by operating condition decision maker) the judgement duration releases timer When TOFF clocking value is less than TOFF1 (stipulated time), the state that forcing downshift prohibitory sign FKDP is set into ON is (lasting to carry out What is downshifted forbids).
Therefore, even in forbidding driver in forcing downshift quickly to depress gas pedal 19, it will not also allow immediately strong System downshift, can suppress vibration.
(3) automatic transmission possesses lock-up clutch L/U fluid torque-converter T/C, in forcing downshift prohibitory sign FKDP be ON in, be that regulation gradient θ more than 1, gas pedal aperture APO are more than APO3 this with road surface gradient theta road During defined driving force request, lock-up clutch L/U is discharged.
Therefore, also will lock in the case of forbidding forcing downshift and cannot ensure based on the driving force brought of downshift Only clutch L/U discharges, by using fluid torque-converter T/C moment of torsion amplification, it can be ensured that driving force.
(other embodiment)
The example of the vehicle suitable for being travelled using engine as power source is illustrated in embodiment 1, but it is also possible to should For possessing the motor vehicle driven by mixed power of drive motor etc..In addition, in embodiment 1, illustrating suitable for possessing variable-speed motor The example of the vehicle of structure CVT and auxiliary transmission 31, but it is also possible to suitable for common stepped automatic transmission.In addition, in reality Apply in example 1, as one of downshift, forcing downshift request is prohibited, even but also having vibration hidden danger in other downshift requests In the case of, the downshift based on speed Control can also be forbidden.Specifically, because downshift is based on by vehicle velocity V SP, primary rotating speed Npri, gas pedal aperture APO setting shift cable and control, as long as so forbidding the downshift based on the shift cable.

Claims (4)

1. a kind of control device of automatic transmission, the automatic transmission possesses by by the first of the level connection of speed change front gear The speed-change control device for connection element release and the downshift of rubbing, wherein, the control device of the automatic transmission possesses：
Engine characteristics decision maker, it determines whether the engine torque change for representing to change relative to gas pedal aperture The region smaller than other regions, i.e. the regulation area that engine torque is in prescribed limit and engine speed is in prescribed limit In domain；
Operating condition decision maker, it determines whether gas pedal aperture more than setting and gas pedal opens the exhausted of speed To being worth the regulation throttle operation state below setting；
Downshift inhibiting apparatus, and it is determined as in the predetermined region by the engine characteristics decision maker, and by described In the case that operating condition decision maker is determined as the regulation throttle operation state, forbid downshift.
2. the control device of automatic transmission as claimed in claim 1, wherein,
The downshift is controlled based on the shift cable by speed, primary rotating speed, the setting of gas pedal aperture.
3. the control device of automatic transmission as claimed in claim 1 or 2, wherein,
After downshift is prohibited by the downshift inhibiting apparatus, it is being determined as it not being described by the operating condition decision maker When providing that the judgement duration of throttle operation state is less than the stipulated time, persistently forbid the downshift.
4. such as control device of automatic transmission according to any one of claims 1 to 3, wherein,
The automatic transmission has fluid torque-converter, and the fluid torque-converter possesses lock-up clutch,
In downshift is forbidden by the downshift inhibiting apparatus, when being asked with defined driving force, by the lock-up clutch Release.
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